The wingman must remember this: BDA (Bearing Distance Altitude). This means prioritize the bearing first. Use pitch attitude and throttle to hold or get back to the correct 90-degree (3 or 9 o’clock) bearing relative to lead as soon as a deviation is noted. Allowing Distance and or Altitude to change in order to expedite this is acceptable and often useful. This means get your nose down and go to MIL if you are aft of the correct bearing, referred to as being "sucked." It’s preferable to go nose low and MIL power, trading altitude for airspeed while getting low and burning a little gas than to get sucked or take an undo amount of time correcting to bearing. If you are sucked, get your nose down (zero g is best), power to MIL and accelerate the jet back onto bearing. About 50-150 knots excess should be used to quickly correct back to bearing. Do it yesterday! As the bearing approaches, convert your excess airspeed back to altitude, match airspeeds and set the throttle as noted and continue. Wingmen want to try to avoid using AB in most cases, but do what’s required. If the wingman is ahead of the bearing, referred to as "acute," use S-turns to get back to the correct bearing. Slowing down significantly is not advisable (tactically unsound). A hard turn away from lead (and the agreed upon heading) of about 30-60 degrees heading change, followed by a hard turn back to original heading, will decrease your down range travel relative to lead, who continues straight ahead. This will allow lead to move forward as your S-Turn decreases your downrange travel and acts to move you back towards the correct bearing. Adjusting the magnitude of the turn in degrees away, and the amount of delay before turning back, will allow lead to drive further forward as needed to put you back on the bearing. It’s OK to lose some airspeed, but don’t get much slower than tactical airspeed (about 400-450 KIAS in F4). Some will note that the wingman will now be wide and that’s true, but the bearing must be fixed first. If still acute, do another S-turn but this time into the lead and that should fix the distance. If on the proper bearing and still wide, then on the turn back into lead, just continue and turn 10-15 degrees more into lead from the agreed upon heading and you’ll close the distance. Once the distance is correct, match up headings, set the throttle, and get building SA and killing bad guys. A slight climb while S-turning can help as well. All this for straight and level flight; now we need to be able to maneuver the formation.